Rotorcraft

ABSTRACT

There is disclosed a rotorcraft comprising: an array of lift devices; a pilot housing; connecting lines attaching the pilot housing to the array of lift devices; and an actuator interface at the pilot housing such that the pilot can 5 steer the rotorcraft.

The present disclosure relates to a rotorcraft.

Rotorcraft can comprise an array of lift devices, such as rotary fansdriven by electric motors, supported in fixed relation to one another ona rigid frame structure. Typically such rotorcraft have the lift devicesarranged in the same horizontal plane.

Where the lift devices are rotary fans, some lift devices spin clockwiseand others spin anti-clockwise.

By varying the rate of spin between the clockwise group and theanti-clockwise group, yaw can be controlled.

Further, such rotorcraft can control pitch and roll by varying the airdisplaced by backward devices relative to forward devices, and varyingthe air displaced by port devices relative to starboard device.

According to a first aspect of the invention there is provided arotorcraft comprising: an array of lift devices; a pilot housing;connecting lines attaching the pilot housing to the array of liftdevices; and an actuator interface at the pilot housing such that thepilot can steer the rotorcraft.

The array of lift devices may comprise a first group of lift devices anda second group of lift devices, the second group being tiltable relativeto the first group.

The control actuator may comprise at least one steering line attached tothe second group of lift devices.

The rotorcraft may further comprise: a tilt actuator at the array forvarying the tilt of the second group of lift devices; a flight controlcomputer/system operably connected to the array of lift devices fordistributing power between the lift devices of the array and the tiltactuator for varying the tilt of the second group of lift devices.

The control actuator may comprise a console configured to receive flightinstructions from the pilot, convert these into an intermediate controlsignal, and transmit the intermediate control signal to the flightcontrol system such that in use, flight instructions from the pilot maybe transferred to the flight control system and thereby adapt the liftdevices and vary the tilt.

The flight control system may comprise a communication module operableto receive remote control signals, convert such remote control signalsinto an intermediate remote control signal and send this to a flightcontrol computer.

The communication module may comprise a sensor for converting apredetermined form of electromagnetic signal into electrical signals andthe remote control signal is a predetermined form of electromagneticsignal.

The flight control system may further comprise an auto-pilot module.

The pilot housing may be a harness.

The pilot housing may comprise an underslung attachment for a payload.

According to a second aspect of the invention there is provided a methodof flying a rotorcraft according to any of the preceding claimscomprising:

-   At a departure point, coupling a pilot to the pilot housing;-   Controlling the rotorcraft and thereby flying to a pilot destination    point;-   At the pilot destination point, decoupling the pilot from the    rotorcraft.

The method may further comprise the step of, once the pilot hasdecoupled from the rotorcraft at the pilot destination point:

-   Further controlling the rotorcraft and thereby flying to a    rotorcraft destination point.

As such, the method may further comprise that:

-   flying to the pilot destination point is substantially controlled by    the pilot; and-   flying from the pilot destination point to the rotorcraft    destination point is substantially controlled by either the    autopilot or a remote control signal received by the rotorcraft.

The departure point may be substantially similar to the rotocraftdestination point.

The method may further comprise coupling a payload to the pilot housingat the departure point and decoupling the payload at either pilotdestination or the rotorcraft destination.

Examples of the present disclosure will now be described with referenceto the accompanying drawings, in which:

FIGS. 1 a and 1 b show a first embodiment of a rotorcraft, from firstand second views respectively, and in an untilted condition;

FIGS. 2 a and 2 b show the first embodiment of a rotorcraft, from firstand second views, and in a tilted condition;

FIG. 3 shows a second embodiment of a rotorcraft;

FIG. 4 shows a third embodiment of a rotorcraft;

FIG. 5 shows a fourth embodiment of a rotorcraft;

FIG. 6 a shows an adaptation of the third embodiment of a rotorcraft,and FIG. 6 b shows an adaptation of the first embodiment;

FIG. 7 shows a schematic diagram of a flight control system for arotorcraft; and

FIG. 8 shows a set of steps for using the rotorcraft of FIGS. 6 a and 6b .

It will be appreciated that relative terms such as top and bottom, upperand lower, and so on, are used merely for ease of reference to theFigures, and these terms are not limiting as such, and any two differingdirections or positions and so on may be implemented.

Referring to FIGS. 1 a and 1 b there is shown a rotorcraft 100, in topview and side view respectively.

The rotorcraft 100 comprises an array 110 of eighteen lift devices 10supported at a frame structure 20. Further, rotorcraft 100 comprises agenerator engine unit 30 and a flight control system 90.

Lift devices 10 are in the form of an electrically driven fan and assuch comprise an electrical motor 4 about the spindle of which aremounted equally spaced fan blades 2. A protective shroud 6 surrounds theperiphery of the blades, beyond the swept volume. Each lift devicedefines a main thrust axis T. Each lift device 10 is operable to outputthe same maximum thrust (i.e. maximum fan speed) but their thrust can bevaried independently of other lift devices.

The generator engine unit 30 is a fuel burning engine which is in fluidcommunication with an onboard fuel tank 32. The generator engine unit 30comprises an exhaust section 34 which is arranged to exhaust combustionby products along an axis which is generally perpendicular to the mainthrust axis T, and can thereby propel the rotorcraft forwards, orleftwards with respect to the Figures page.

The frame structure 20 supports the eighteen lift devices 10 such thatthey are in a 3 x 6 matrix and in a substantially coplanar condition.Thus the lift devices can create a thrust in a common direction, alongtheir respective T axes.

The frame structure 20 defines interstitial structure 28 between liftdevices. These can be used to house or locate components such as theflight control system 90.

The frame structure 20 further comprises a main portion 22 that housesthe back two rows of lift devices (i.e. a 2 × 6 matrix). Thus a firstgroup 12 of lift devices is defined.

Further, the frame structure 20 comprises a tiltable portion 24 thathouses the front row of lift devices (i.e. a 1 × 6 matrix). Thus asecond group 14 of lift devices is defined.

Thus with all lift devices 10 in the array 110 operating with the samefan velocity, the thrust from the first group will be double that of thesecond group. In practice the first group may generate 150% to 300% ofthe thrust of the second group when cruising or when all fans in thearray are at their maximum output. There may be variations between theport side and starboard side thrust of the first group to controldirection and for trim.

The main portion 22 and the tiltable portion 24 are pivotally coupled bya hinge 26 that, for rotorcraft 100, runs across the lower side of thestructure 20 from port side to starboard side.

The hinge 26 permits the rotation or tilt of the tiltable section 24such that the condition of rotorcraft 100 can vary from the condition ofFIGS. 1 a and 1 b where all lift devices are substantially coplanar. Anonboard actuator 40 (see FIG. 2 a ) is provided for driving therotation.

A further condition in which the rotorcraft 100 can exist is shown inFIGS. 2 a and 2 b . Here, the onboard tilt actuator 40 has driven thetiltable portion 24 to rotate about the hinge 26 by approximately 60degrees. Thus the second group of lift devices have been tilted inconcert.

As such, the tiltable portion 24 can generate thrust in a second commondirection, where a component of the thrust generated by the second groupof lift devices 14 will tend to accelerate the rotorcraft in a forwarddirection, or leftwards as shown on the Figures page.

Accordingly, in operation the rotorcraft 100 can vary the amount of tiltof the tiltable portion relative to the main portion and thereby moveforward.

As the tiltable portion tilts and a component of the thrust providesincreasing forward effect, the overall lift of the rotorcraft will tendto be reduced. As such, the flight control system 90 is configured tovary the fan velocity of the array of lift devices to maintain aconstant lift force as the tiltable portion rotates.

A second rotorcraft 300 is shown in FIG. 3 that, like rotorcraft 100,has an array of lift devices 10 in a 3 × 6 matrix. In second rotorcraft300, only a portion of the front row of the array is configured as thetiltable portion 314. Accordingly, the hinge 326 runs across a portionof the structure but not all the way across. Further, discontinuities327 are provided to permit the lift devices 10 in the tiltable portion314 to move relative the lift devices 10 of the main portion 312.

A third rotorcraft 400 is shown in FIG. 4 . Here the tiltable portioncomprises a first tiltable portion 424 a and a second tiltable portion424 b, each thereby defining a first sub-group and a second sub-group oflift devices. Each is provided with its own hinge (426 a and 426 brespectively) and onboard actuator (not shown). As such the first andsecond tiltable portions are tiltable independently of each other.

Further, the first tiltable portion 424 a is generally to the port sideof the rotorcraft 400, and the second tiltable portion 424 b isgenerally to the starboard side of the rotorcraft. Thus, the yaw of therotorcraft may be controlled by creating a differential between theamount of tilt between the first 424 a and second 424 b tiltablesections.

Whilst the rotorcraft 100, 300 and 400 discussed so far have in commonthe 3 x 6 matrix of lift devices 10, other configurations of liftdevices are contemplated.

FIG. 5 shows a fourth rotorcraft 500 comprising a circular framestructure 520 which supports a single lift device at its centre andeight further lift devices at a peripheral ring 521. The circular framestructure comprises spokes 523 connecting the peripheral ring 521 to thecentral lift device. The tiltable portion of the structure houses thefront most three lift devices supported at the peripheral ring. A hinge526 pivotally couples portions of the peripheral ring 521 and portionsof the front most three spokes.

Two generator engine units 530 a and 530 b are provided at the framestructure 520 either side of the rearmost lift device.

An adaptation of the rotorcraft is shown in FIGS. 6 a and 6 b .

In particular in FIG. 6 a , the rotorcraft, which as shown here is thesecond embodiment rotorcraft 300, further comprises a pilot housing 80and connecting lines attaching the pilot housing 80 to the rotorcraft300.

The pilot housing 80 comprises a back frame 82 for securelyaccommodating the back of a pilot, arm loops 84 for securelyaccommodating the arms of a pilot, and leg loops 86 for securelyaccommodating the legs of a pilot. Further cross-straps between loopsmay be provided (not shown).

The connecting lines 70 comprise a riser 74 and a pair of top lines 72for each side of the rotorcraft. A starboard riser 74 is connected atits first end to the pilot housing and extends to meet, at its secondend, the first end of the starboard top lines 74. The starboard toplines 74 then extend to connect, at their second ends, to respectiveattachment points on the foremost and aft most lift devices on thestarboard side of the array. A port riser and port top lines extend inan equivalent manner between the pilot housing and the port most backand frond lift devices of the array.

The connecting lines 70 are flexible and generally inextensible and theport and starboard sides are of substantially equal length. As such thepilot housing tends to hang directly below the centroid axis C of therotorcraft, when the rotorcraft is horizontal.

The connecting lines 70 and steering lines pivotally affix to the framestructure or pilot housing. In particular there may be a lug provided atthe frame structure or pilot housing into which a karabiner at the endof the lines 60 or 70 can interlock.

Further provided are a pair of steering lines 60, one for the port sideand one for the starboard side. Each steering line 60 attaches at itsfirst end 64 to the tiltable portion of the frame structure. Thestarboard steering line 60 attaches to the frame at the foremoststarboard lift device. The port steering line 60 attaches to the frameat the foremost port lift device. The second end of the steering lines60 connect to a respective handle 62 and is configured to be proximateto the pilot housing such that a housed pilot can reach the handles 62.As shown, the steering lines 60 are routed via the second end of therisers 74 so as to tether the steering lines 60 and to tend to providethem at the pilot housing. The routing of the steering lines 60 at theirrespective risers 74 is such that the steering line can slide relativeto the riser 74.

The steering lines 60 are flexible and generally inextensible and assuch drawing the handles 62 away from the array of lift devices willtend to tilt the tiltable portion of the frame structure. Any onboardtilt actuators are configured to allow this. Further, the hinge may besprung such that the tiltable portion is biased to assume the planarcondition.

In FIG. 6 b , an adaptation has been made to the first rotorcraft 100whereby a pilot housing, housing pilot P, and connecting lines have beenadded. Here, the connecting lines comprise three top lines on eitherside and connect to the foremost, middle and aft most lift device in themain portion.

Further, an attachment line 88 extends between the pilot housing 80 anda payload L.

As an alternative to the steering lines 60 shown in FIGS. 6 a and 6 b ,which directly actuate the tiltable portion, there may be provided apilot console 50 at the pilot housing 80.

Such a pilot console 50 comprises an interface (e.g. buttons andjoystick) whereby the pilot can input instructions, and an operable linkto the flight control system so that such instructions can be understoodand relayed to the onboard tilt actuator 40.

The flight control system 90, suitable for any of the precedingrotorcraft but particularly configured for the FIGS. 6 a and 6 brotorcraft, comprises a flight control computer 94, a communicationsmodule 92, an autopilot 96, and an energy storage unit 98.

The energy storage unit 98 has the form of an electrical battery and isoperable to supply electrical power (shown as a dashed line) to theflight control computer 94, the autopilot module 96, and thecommunications module 92. Further, the energy storage unit 98 isoperable to supply power to components outside of the flight controlsystem 90, namely the array 110 of lift devices and the onboard tiltactuator 40, the generator unit 30 and fuel tank 32, and the pilotconsole 50.

The energy storage module 96 is also operable to receive electricalpower from the generator unit 30, which would tend to be the mainoperating condition of the system.

The combination of the energy storage unit 98 and the generator unit 30can be considered as an electrical power source.

The flight control computer 94 is operably connected to other componentssuch that it can receive input data and transmit output data (shown as asolid line) from and to such other components. Such data may be conveyedvia wired links or wireless/RF links.

In particular, the flight control computer 94 can transmit to the arrayof lift devices 110 instructions on how the array is to configure itselfmoment to moment, for example what target fan speed each lift deviceshould be set at. Such instructions could be broken down intoinstructions for each lift devices 10 in the array, deliveredindependently via a bus architecture on the rotorcraft. Data could alsobe fed back to the computer 94 e.g. the actual fan speeds achieved ateach lift device 10; hence feedback algorithms at the computer 94 couldregulate and control the lift devices in a dynamic environment.

Further, the onboard tilt actuator 40 can receive instructions from theflight control computer 94 which could pertain to the tilt that neededto be effected.

In particular, the flight control computer 94 can receive flight controlinstructions from the pilot console 50, and can transmit status reports(e.g. relating to fuel levels) to the pilot console 50. The pilotconsole 50 is arranged to convert pilot instructions (shown as thedotted line) into the machine-readable data (shown as the solid line),and to convert machine-readable status reports into pilot-readableinformation.

Further, the pilot console 50 shown here is operable to communicatewirelessly with the flight control system 90 and as such instructionsfrom the console 50 may be relayed to the flight control computer 94 viathe communications module 92. Such a module 92 is operable to convertthe machine-readable wireless/RF signal into a machine-readableelectrical signal suitable for feeding into the computer 94. Thecommunications module 92 is provide with an antenna unit 93 forreceiving and transmitting wireless RF signals.

The communications module 92 is also operable to communicate with aremote operator. The remote operator, once linked to the flight controlsystem 90 by the communications module 92 is able to send and receiveflight data and can thereby remotely pilot or monitor the rotorcraft.

The flight control computer 94 can also receive flight control inputdata from the autopilot 96, and if appropriate can feed back data to theautopilot 96.

Accordingly the rotorcraft can be controlled by the onboard pilot, theremote operator, or the autopilot 96. Further, the rotorcraft can becontrolled by any combination of these where appropriate provisions forhierarchy of command are in place.

Also shown in FIG. 7 is the steering line 60, which illustrates that thearray of lift devices 110 can be directly actuated (see the dot-dashline).

For rotorcraft without the adaptations shown in FIGS. 6 a and 6 b , theflight control system 90 can be simplified in so far as there is nolocal pilot. Accordingly, the pilot actuation methods of the steeringline/direct actuation 60 and the pilot console 50 will not be presentand can be absent. Such rotorcraft would tend to be controlled by theremote operator and/or the autopilot 96.

Referring to FIG. 8 there is shown a method of using a rotorcraft asshown in FIGS. 6 a and 6 b to deploy a pilot to a destination.

In step S2, the rotorcraft is manoeuvred to the pilot at a departurepoint location. Such manoeuvring would tend to involve the rotorcrafthovering at a height from the ground such that the pilot housing 80 iseasily accessible by the pilot.

In step S4, the pilot is coupled into the pilot housing 80. Where thepilot housing 80 is of the harness type used by parachutists, the pilotwill be familiar with the use and will be able to easily couplethemselves to the housing 80 and hence the rotorcraft. An optional extrastep at this point would be to further couple a payload L (e.g. thepilot’s luggage or kit) to the housing 80.

In step S6, the pilot controls the rotorcraft for example by varying thetilt of the tiltable portion 24 of the array 110 (though the rotorcraftcould alternatively be controlled by a remote operator, or the onboardautopilot, or combinations of all three) and flies the rotorcraft to thepilot’s destination.

In step S8, with the pilot at the destination, the rotorcraft can hoverat a suitable distance from the ground to allow the pilot to safelydecouple from the pilot housing 80. Hence the pilot is deployed to theirdestination. If a payload L has been connected to the pilot housing 80,this can be decoupled here too.

Decoupling may involve removing the connecting lines 70 and any steeringlines 60 and having the pilot look after them. Alternatively, after thepilot has decoupled from the rotorcraft, the frame structure 20 may reelin the lines 60, 70 and stow them safely in an interstitial space 28 forthe onward flight.

In step S10 the rotorcraft is controlled and flown to the rotorcraftdestination. Such control will tend to be done by the remote operator orthe autopilot 96. The rotorcraft destination may be the departure point,or may be a third location.

The rotorcraft described herein provide an additional manoeuvremechanism for rotorcraft. This can lead to a more energy efficientand/or faster travel in the direction of tilt. Hence the rotorcraft cantend to travel further for a given amount of energy.

Further, rotorcraft with the pilot adaptation can, as compared to otherpersonnel transport devices such as parachutes and microlight aircraft,be provided to hover prior to carrying the personnel. This can be asafer or more convenient process.

Moreover, rotorcraft with the adaptation tend to provide that the pilotis a greater distance away from hazardous components such as the fanblade or generator and so is potentially safer. Further, provided thepilot is wearing an auxiliary parachute, then there is above a certainceiling a safe mid-flight abandonment procedure whereby the pilotdecouples from the housing and deploys their auxiliary parachute - withminimal risk of hitting the array of lift devices.

Still further rotorcraft with the adaptation provide a personneldeployment device which can be retrieved independently of the pilot andso can potentially be reused with a smaller turn around time, or canleave less trace of deployment, or can leave the pilot with a smallermass to carry.

Various alternatives to and adaptations of components of the rotorcraftare contemplated. For example:

-   The energy storage unit 98 may have the form of or comprise a Fuel    cell, which could operate instead of or alongside the battery;-   Further, if the storage capacity of the fuel cell or battery was    sufficient, the generator unit 30 may be absent; conversely, the    generator unit 30 may be sufficient to obviate the need for the    electrical energy storage unit 98;-   The 3 × 6 matrix arrangement of rotorcraft 100, 300 and 400 could be    replaced by other matrix arrangements e.g. 5 × 5;-   The circular frame 520 arrangement of rotorcraft 500 could be    replaced by an oval frame;-   There could be a portion of lift devices which are permanently set    at a tilt relative to the main portion;-   All lift devices may be tiltable independent of one another, e.g. by    way of each having an individually actuated gimballed mount, but    nonetheless a group within the array may be electronically    configured to tilt in concert whilst another group remains in their    original orientation. Such tilt may be generally simultaneous and    generally by the same degree;-   Where the rotorcraft comprises the pilot adaptation and is used as a    personnel carrier, the tiltable group of lift devices may be    entirely absent, and instead forward motion (and other directions)    can be achieved by relying on standard drone manoeuvre methods (e.g.    reduced fan speed at the front row relative to the back row, tending    to tip the entire frame) and/or generator exhaust 34;-   Where the exhaust of the generator unit 30 is used for thrust,    moveable vents could be provided at the exhaust to further affect    mobility;-   For the lift devices 10, as an alternative to fan lift devices there    may be provided an array of airflow amplifier devices, which may    harness the Coanda effect to effect thrust or lift.-   The flexible connecting lines 70 could be replaced with rigid stays;-   The antenna unit 93 could be replaced by another form of sensor such    as optical sensor, and thereby the communications module 92 would be    able to communicate via e.g. line of sight optical signals.

The invention is not restricted to the details of the foregoingembodiment(s). The invention extends to any novel one, or any novelcombination, of the features disclosed in this specification (includingany accompanying claims, abstract and drawings), or to any novel one, orany novel combination, of the steps of any method or process sodisclosed.

What is claimed is:
 1. A rotorcraft comprising: an array of liftdevices; apilot housing; connecting lines attaching the pilot housing tothe array of lift devices; and an actuator interface at the pilothousing such that the pilot can steer the rotorcraft.
 2. Therotorcraftaccording to claim 1, wherein the array of lift devices comprises: afirst group of lift devices and a second group of lift devices, thesecond group being tiltable relative to the first group.
 3. Therotorcraft according to claim 2 wherein the control actuator comprisesat least one steering line attached to the second group of lift devices.4. The rotorcraft according to claim 2 further comprising: a tiltactuator at the array for varying the tilt of the second group of liftdevices; a flight control computer/system operably connected to thearray of lift devices for distributing power between the lift devices ofthe array; and the tilt actuator for varying the tilt of the secondgroup of lift devices.
 5. Therotorcraft according to claim 4 wherein thecontrol actuator comprises: a console configured to receive flightinstructions from the pilot, convert these into an intermediate controlsignal, and transmit the intermediate control signal to the flightcontrol system such that in use, flight instructions from the pilot maybe transferred to the flight control system and thereby adapt the liftdevices and vary the tilt.
 6. Therotorcraft according to claim 4 whereinthe flight control system comprises: a communication module operable toreceive remote control signals, convert such remote control signals intoan intermediate remote control signal and send this to a flight controlcomputer.
 7. The rotorcraft according to claim 4 wherein thecommunication module comprises a sensor for converting a predeterminedform of electromagnetic signal into electrical signals and the remotecontrol signal is a predetermined form of electromagnetic signal. 8.Therotor craft according to claim 4 wherein the flight control systemfurther comprises an autopilot module.
 9. The rotorcraft according toclaim 1 wherein the pilot housing is a harness.
 10. Therotorcraftaccording to claim 1 wherein the pilot housing comprises an underslungattachment for a payload.
 11. A method of flyingthe rotorcraft accordingto claim 1 comprising: at a departure point, coupling a pilot to thepilot housing controlling the rotorcraft and thereby flying to a pilotdestination point at the pilot destination point, decoupling the pilotfrom the rotorcraft.
 12. Themethod of flying a rotorcraft according toclaim 11 further comprising the step of, once the pilot has decoupledfrom the rotorcraft at the pilot destination point: further controllingthe rotorcraft and thereby flying to a rotorcraft destination point. 13.Themethod according to claim 12 wherein flying to the pilot destinationpoint is substantially controlled by the pilot; and flying from thepilot destination point to the rotorcraft destination point issubstantially controlled by either the autopilot or a remote controlsignal received by the rotorcraft.
 14. Themethod according to claim 11wherein the departure point is substantially similar to the rotorcraftdestination point.
 15. Themethod according to claim 11 furthercomprising: coupling a payload to the pilot housing at the departurepoint and decoupling the payload at either pilot destination or therotorcraft destination.